new to EFI, recommendations on a 460EFI?

[dutchlincoln79]

Hello,

As a project, i want to build a freshly rebuilt 460EFI into my lincoln Towwncar. It also has a new rebuilt E4OD attached to it.
The engine has KB hyperteutic pistons, 8.8cr, and a RV cam in it.
Everything comes with it, injectors, ecu, etc.
Now, my question is: what are recommended upgrades to do, prior to try to build it into my car?
I read some things about MAF conversion, instead of speed density, etc.
Engine comes from a '91 truck.
Any help and/or info is highly appreciated.

Also, i'd like to know if i have to swap the ECU and/or wiring when converting to MAF, or other things, like ODB-2...
I also read that is currently ghas a dual-bank injection, instead of multipoint/sequential, is this tru, and if so, how to convert?

I will be running 99.9% on propane. What will be the best setup to do so?
On my current car with the 400 in it, i have a Impco 425 installed.

My MAIN goal is fuel economy, and my second is fun/power/torque...

Any info, or links to informatic websites about this project??

Thank you.

[Conanski]

Originally Posted by dutchlincoln79

As a project, i want to build a freshly rebuilt 460EFI into my lincoln Towwncar.
My MAIN goal is fuel economy,

You're kidding right?

[dutchlincoln79]

no, i'm not.
Currently, with my 400 i get approx. 14 Mpg out of it, with the cruise speed of 70 miles, running 2000Rpm.
I wanted the OD to lower that RPM to, say, 1500-1600 and try to lift it to 18Mpg. (goal)
I figured this should be possible, as the C6 always has a slippage of 150-250 Rpm due to a non-lockup converter, and the E4OD DOES have a lockup converter, AND has an overdrive..
I know that any Yugo, Fiesta, Beetle, Mini, Smart, etc. runs ton's cheaper, but that's not my point: i want the LINCOLN to run as economically best as possibly can...

My assumption was, that the newly rebuilt 460 has lots more torque, and due to the injection, is a tad more fuel efficient, so with the same gearing, my guess is that 18mpg should be achievable.
But: feel free to correect me where i'm wrong, that's why is ASK things...
I'm no engine specialist either, i'm an electronics man in the first place, who happens to know quite a few about engine's...

So, as sayd before, any info or advice is welcome...

Thanks.

[Conanski]

With an EFI 351 your goal is achievable.. I have seen that milage with my truck, but a bigger motor is gonna burn more fuel than a smaller motor.. everythig else being the same. I bet you could break 20mpg with a high torque efi 5.8 with about 10:1 compression and the right heads, cam, and intake, but I don't see a motor with over 100 cubic inches more displacement getting anywhere close.

[dutchlincoln79]

strange, as it seems that when it has a lower torque band, thus turning less rv's, thus taking less fuel (gas or propane) should result in less consumption, thus higher mpg..
The fact that the car weighs about 4800lbs, makes me believe that a 351 wouls have to pull too hard to get it moving, and have it going.

By the way: your story is correct for stop-and-go traffic i guess, but not for highway use...
But then again, i'm no expert.

What do others think?

thanks.

[Conanski]

It all comes down to the amount of TQ you need to get the vehicle moving and maintain whatever speed you need. The milage an engine produces is a function of it's displacement, the rpms it turns, and the load it's under. For any given load and rpm the bigger the motor the more fuel it will require. The smallest displacement motor you can utilize to deliver the required TQ will return the best milage. Look at the original 5.7l Cummins diesel(non turbo).. those motors delivered incredible milage even compared to the bigger V8 diesels of the time.. upwards of 30mpg. The very best milage reported on this forum for these trucks is from the 4.9 I6 powered trucks. These things can hit 20mpg with just the right combination of tranny and gearing, and guess what, that motor is known to have very strong low rpm TQ output for it's size.

[Bluegrass 7]

Im' glad to hear your an electronic man but you still need a lot of education on what your trying to accomplish. (Picked this out of your first post.)
First, Speed Density for that year operates the injectors in batch fire mode meaning 4 at a time.
Second, you can't use the same ECM for mass air because there are no inputs for the air meter's transfer function, there is no individual injector controls etc. and I don't know how you will inject propane. Stock injectors are not designed to do this.
Any use of Ox sensors is totally out of consideration for a multitude of reasons which need involved explanation on it's own..
Third, what transmission will be used? If electric control, the ECM needs to be compatable or use a stand alone controller.
Plus there will be a gang of related issues to work out before it's all said and done.
If I were going to this much expense and hassle, I would at least consider a 5.4 or a V10 conversion and modification where a lot more items are more likely to bolt in and be more likely to be easier to find solutions for.
Afterall if your concerned about operating expense, you burn all your saving up doing the conversion.
I would suggest you get a copy of Ford fuel injection to see how all this relates then get at least a factory service disc and look at the CNG/GAS setup. It's enough to scare the tar out of anyone who has to work on it.
I would really rethink all this unless money and time are no object.
Good luck at totally re-engineering a system that takes the factory years to perfect and test into reasonable reliability for sale to the public. And you still want to modify the motor for more power and needs a completly rewritten operating program in the ECM for the final product to be useable.
V10 sounds good to me in this kind of effort.
Lastly,our trucks weigh in at well over 5000 lbs for trucks larger than a short bed single cab and are often close to 6000+ with passengers, still gets around 14 mpg +/-.
I can't see your effort being enough better to warrent all the effort.
Good luck.

[dutchlincoln79]

Okay, thats a great answer, seriously!!
First: i have to figure out how to do this with the 460efi/E4OD combo, as i already bought them. What, in your opinion should i do from now?
As you stated 14Mpg in the trucks: my car is a bid lighter, has better air efiiciency, and has a higher gear with the 3.25, so i figure that i should at least get better figures?

-Leave it like it is now, get it in the car, optimise it as-is, and drive with it?

-Then, put the Impco 425 in front of the Throttle-body to be able to drive on propane, as a cost-reducing factor to gasoline?

-Then, build me a megasquirt, ans when this works, replace the ECU?

-Then, when this works, try to convert it to mass-air?

-Then, we'll see how far the budget reaches?

Also, can you give me some info on wich books exactly to read? (i love to read, and get to know things )

Thanks!!